Airport charges and marginal cost for Spanish airports before the process of partial privatization Soraya Hidalgo Valeriano Martnez Ramn Nœæez-SÆnchez Universidad de Cantabria 3rd Meeting in Transport Economics and Infrastructure Universitat de Barcelona January 18th, 2019 Ramn Nœæez-SÆnchez (UC) January 18th, 2019 1 / 16
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Airport charges and marginal cost for Spanish airportsbefore the process of partial privatization
Soraya Hidalgo Valeriano Martínez Ramón Núñez-SánchezUniversidad de Cantabria
3rd Meeting in Transport Economics and InfrastructureUniversitat de Barcelona
January 18th, 2019
Ramón Núñez-Sánchez (UC) January 18th, 2019 1 / 16
Structure
Introduction
Pricing in Spanish airports for the period 2009-2014
Econometric speci�cation
Estimation and results
Conclusions and policy implications
Ramón Núñez-Sánchez (UC) January 18th, 2019 2 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.
Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:
aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:
aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulation
congestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:
aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricing
pricing of airport concession services
Traditionally, aeronautical airport charges can divided into:
aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:
aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:
aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:aircraft-weight (per-�ight) related charges
per passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).
Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Transport policies have had to face new challenges due to the rapidevolution of airport and airline sectors in the last years.Airport pricing is considered as one of the most relevant issues forpolicy makers and academia. Some relevant topics:
airport regulationcongestion pricingpricing of airport concession services
Traditionally, aeronautical airport charges can divided into:aircraft-weight (per-�ight) related chargesper passenger-related charges
According both theoretical and empirical literature, the structure ofaeronautical airport revenues is not neutral. Some examples:
Passenger-related charges can mitigate carrier frequency reductions atuncongested airports (Czerny et al., 2017).Existence of substitution e¤ects in the price setting of landing andterminal charges (Choo, 2014).
Ramón Núñez-Sánchez (UC) January 18th, 2019 3 / 16
Introduction
Our paper analyses marginal costs and aeronautical airport chargesfor the Spanish airports in a pre-privatization period (2009-2014).
�exible short-run cost function system to estimate marginal costs forpassengers and aircraft operations
Contribution to the literature:
use of maximum take-o¤ weight (MTOW) instead of air transportmovement (ATM) as output variablepassengers and aircraft operations are considered endogenous(Bottasso & Conti, 2017)
Ramón Núñez-Sánchez (UC) January 18th, 2019 4 / 16
Introduction
Our paper analyses marginal costs and aeronautical airport chargesfor the Spanish airports in a pre-privatization period (2009-2014).
�exible short-run cost function system to estimate marginal costs forpassengers and aircraft operations
Contribution to the literature:
use of maximum take-o¤ weight (MTOW) instead of air transportmovement (ATM) as output variablepassengers and aircraft operations are considered endogenous(Bottasso & Conti, 2017)
Ramón Núñez-Sánchez (UC) January 18th, 2019 4 / 16
Introduction
Our paper analyses marginal costs and aeronautical airport chargesfor the Spanish airports in a pre-privatization period (2009-2014).
�exible short-run cost function system to estimate marginal costs forpassengers and aircraft operations
Contribution to the literature:
use of maximum take-o¤ weight (MTOW) instead of air transportmovement (ATM) as output variablepassengers and aircraft operations are considered endogenous(Bottasso & Conti, 2017)
Ramón Núñez-Sánchez (UC) January 18th, 2019 4 / 16
Introduction
Our paper analyses marginal costs and aeronautical airport chargesfor the Spanish airports in a pre-privatization period (2009-2014).
�exible short-run cost function system to estimate marginal costs forpassengers and aircraft operations
Contribution to the literature:
use of maximum take-o¤ weight (MTOW) instead of air transportmovement (ATM) as output variable
passengers and aircraft operations are considered endogenous(Bottasso & Conti, 2017)
Ramón Núñez-Sánchez (UC) January 18th, 2019 4 / 16
Introduction
Our paper analyses marginal costs and aeronautical airport chargesfor the Spanish airports in a pre-privatization period (2009-2014).
�exible short-run cost function system to estimate marginal costs forpassengers and aircraft operations
Contribution to the literature:
use of maximum take-o¤ weight (MTOW) instead of air transportmovement (ATM) as output variablepassengers and aircraft operations are considered endogenous(Bottasso & Conti, 2017)
Ramón Núñez-Sánchez (UC) January 18th, 2019 4 / 16
Pricing in Spanish airports for the period 2009-2014
Group Airports
GROUP I Adolfo Suárez Madrid-Barajas (MAD); Barcelona-El Prat (BCN)GROUP II Alicante (ALC); Gran Canaria (LPA); Tenerife Sur (TFS);
Málaga-Costa del Sol (AGP); Palma de Mallorca (PMI)GROUP III Bilbao (BIO); Fuerteventura (FUE); Girona (GRO); Ibiza (IBZ);
Lanzarote (ACE); Menorca (MAH); Santiago (SCQ); Sevilla (SVQ);Tenerife Norte (TFN); Valencia (VLC)
GROUP IV Almería (LEI); Asturias (OVD); A Coruña (LCG); FGL Granada-Jaén (GRX);Jerez (XRY); La Palma (SPC); Murcia (MUV); Reus (REU);Santander (SDR); Vigo (VGO); Zaragoza (ZAZ)
GROUP V Albacete (ABC); Badajoz (BJZ); Burgos (RGS);Córdoba (ODB); El Hierro (VDE);Huesca-Pirineos (HSK); La Gomera (GMZ); León (LEN); Logroño (RJL);Melilla (MLN); Salamanca (SLM); San Sebastián (EAS); Pamplona (PNA);Vitoria (VIT); Valladolid (VLL)
Ramón Núñez-Sánchez (UC) January 18th, 2019 5 / 16
Pricing in Spanish airports for the period 2009-2014
Type of revenue Million euros Subtotal percentage Total percentageAeronautical revenues